Traffic signaling system



1l, 1941. H. E. Hmm-:EY

TRAFFIC SIGHALING SYSTEH latch 14, 1958 Patented Feb. 11, 11941 2,231,671 frmnrrlo sIoNALING SYSTEM Harry E. Hershey, Chicago, Ill., assignor to Associated Electric Laboratories, Inc., Chicago, Ill., a corporation of Delaware Application March 14,

21 Claims.

The present invention relates to traiiic signaling systems, and more particularly to improvements in railway crossing signaling systems, wherein a highway signal located near the int-ersection of a stretch of railway track and a highway is operated by apparatus responsive to the speed of a train approaching the intersection.

In signaling systems of the character noted it is desirable that the highway signal be operated l0 a substantially constant time interval before a train traveling upon the stretch of railway track reaches the intersection, regardless of the speed of the train, in order to give one using the highway adequate warning of the approaching train. A signaling system of this character is described and illustrated inV United States Patent No. 1,934,094, John E.. Saunders, granted November '7, 1933. In this signaling system the apparatus responsive to the speed of a train approaching the intersection for operating the highway signal located near the intersection comprises a timer, which includes a rotatable drum circuit controller, spring-biased to a normal position, and rotatable to anofi-normal position by an 25 arrangement including an electric motor and a friction drive. When the timer is set into operation, the electric motor is energized during a predetermined time interval, thereby rotating,

through the friction drive, the drum away from 30 its normal position into an off-normal position. The electric motor is then deenergized and the drum is returned from the off-normal position to its normal position by the spring, the motor connected through the friction drive to the drum serving as a brake to regulate the time interval required by the drum to return from its offnormal position to its normal position. In order that the timer may properly control the operation of the highway signal, the distance' the drum is rotated from its normal position into an off-normal position must be directly proportional to the time interval during which the electric motor is energized; and the time interval required by the drum to return from its offnormal position to its normal'position must be directly proportional to the distance between the orf-normal position and the normal position. In other words, in the timer, the drum must be returned from the off-normal position to its normal position at the same speed that the drum is advanced from its normal position to the 01T- normal position, in order that the timer may properly control the operation of the highway signal. 'Ihese factors must be maintained within extremely close limits, which is exceedingly 1938, Serial No. 195,772

diiiicult to accomplish when the relationships therebetween are effected by such variable devices as a friction drive, a spring, and an electric motor. Thus the timer in this system must be of very delicate construction and in nice adjustment in order adequately to perform its timing function. Moreover, this timer must be frequently inspected and adjusted in service.

Accordingly, it is an object of the present invention to provide in a traic signaling system of the character described, an improved control arrangement which comprises a minimum number of elements of simple and economical construction, and which is positive and completely reliable in operation.

It is another object of the invention to pro- .vide for use in a traffic signaling system of the character noted, improved timing apparatus which is operable positively to start the operation of the highway signal located near the intersection at substantially the same time interval before a train traveling upon the stretch of rail- Waytrack reaches the intersection, regardless of the speed of the train.

It is a further and more specic object of the invention to provide in a traic signaling system of the character described, improved and exceedingly simple circuit arrangements in order to start the operation of the highway signal located near the intersection at substantially the same time interval before a train traveling upon the stretch of railway track reaches the intersection, regardless of the speed of the train.

In general, the objects as above set forth are attained in accordance with the present invention by providing in a trafc signaling system of the character described, impulsing apparatus adapted to transmit impulses at a substantially constant rate, means for setting the apparatus into operation when a train approaches the intersection, an impulse responsive device lcontrolled by the apparatus, and means controlled by the device for starting the operation of the highway signal at substantially the same time interval before the train reaches the intersection, regardless ofthe speed of the train. More particularly, the impulse responsive device includes two impulse counting mechanisms, the rst of which is so connected and arranged that it counts a first number of impulses transmitted by the apparatus during the time interval required by a train approaching the intersection to traverseI a given distance, and the other of which is so conheated-and arranged that it counts automatically a second number of impulses transmitted by the apparatus immediately following the rst number of impulses transmitted by the apparatus, the second number being less by a fixed number than the rst number. Also, the system includes means controlled in response to the counting of the second number of impulses by the other mechanism of the device for starting the operation of the highway signal.

The novel features believed to be characteristic of the invention are set forth with particularity in the appended claims. The invention, both as to its organization and method of operation, together with further objects and advantages thereof, will best be understood ,by reference to the following speciiication, taken in connection with the accompanying drawing in which the single gure is a diagrammatic illustration of a traffic signaling system having embodied therein the features of the present invention.

Referring now more particularly to the drawing, the trafc signaling system there illustrated includes a stretch of railway track I 0 along which traiiic normally moves from the left toward the right, as indicated by the arrow. The stretch of railway track I0 includes track rails II and I2, which are divided by suitable insulating joints I3 to form three track sections IOA, IDB and IUC having the lengths SI, S2 and S3, respectively. The track section I 0C intersects a highway I4 a distance S4 from the end of the adjacent track section IOB, and a suitable highway signal I5 is located at or near the intersection. The lengths of the track sections IOA, IOB and IOC are so related with respect to each other and to the position of the intersection of the track section IGC and the highway I4 that the distance SI is equal to the sum of the distances S2 and S4. The track sections IDA, IDB and IDC are provided with individual track ciruits including batteries I6 and track relays R20, R30 and R40, respectively.

The signaling system also includes impulsing apparatus I1, a switch device illustrated diagrammatically at 50, a relay R10 for controlling the operation of the highway signal I5, circuits for controlling the operation of the impulsing apparatus I1, circuits for controlling the operation of the switch device 50, circuits for controlling the operation of the relay R10, and an arrangement including a plurality of relays R80, R82, R84 and R86, operable in conjunction with the switch device 50 to control one of the circuits for controlling the operation of the relay R10.

The impulsing apparatus I1 may be of any of a number of well-known types available commercially and comprises positive and negative incoming terminals I8a, ISb, and positive and negative outgoing terminals Illa, IBb. This apparatus is so connected and arranged that, when the positive terminal of battery is connected to the terminal I 8a and the negative terminal of battery is connected to the terminal I8b, the apparatus is set into operation and transmits negative impulses from the negative terminal of battery connected to the terminal I9b over a conductor connected to the terminal |921. These negative impulses are of suiiicent duration to operate the switch device 50 and are of any substantially constant predetermined rate desired. In the present system and for purposes of illustration, it is assumed that the apparatus I1 transmits forty negative impulses per minute over a conductor connected to the terminal I9a, and that this impulsing rate is substantially constant.

The switch device 50 is a circuit controlling device of the general form disclosed in United States Patent No. 2,057,911, Herbert F. Obergfell, granted October 20, 1936. More specifically, this device is of the improved construction disclosed and claimed in the copending application of Herbert F. Obergfell, Serial No. 192,960 iiled February 28, 1938 now U. S. Patent No. 2,184,101, granted December 19, 1939. In brief, the device 50 comprises two relatively rotatable elements 5I and 52, the element 5I comprising a contact set including three pairs of contact members 53, 54 and 55, and the element 52 comprising a sup- 'port carrying three insulating members 56, 51

and 58. The element 5I is rotated step-by-step in a predetermined direction by an impulse responsive'mechanism 59 including a motor magnet MMSI) and a suitable -pawl and ratchet wheel driving mechanism indicated at 6I. The element V52 isrotated step-by-step in the same direction as the element 5I by an impulse responsive mechanism 62 including a motor magnet MM63 and a suitable pawl and ratchet wheel driving mechanism indicated at 64. The ratchet wheels included in these mechanisms are provided with the same number of equally spaced-apart teeth, and for purposes of illustration it is assumed that each of the ratchet wheels is provided with fifty equally spaced-apart teeth disposed about its periphery. The device 50 and the apparatus l1 are so connected and arranged that the mechanisms 59 and 62 constitute, respectively, means for counting a rst number of impulses transmitted by the apparatus, and means for counting a second number of vimpulses transmitted by the apparatus; the element 5I being rotated one step by the mechanism 59 upon each impulse transmitted by the apparatus I1 and received by the motor magnet MM50, and the element 52 being rotated one step by the mechanism 62 upon each impulse transmitted by the apparatus I1 and received b-y the motor magnet MM63. The insulating members 56, 51 and 58 are individually associated with the pairs of contact members 53, 54 and 55, respectively; the contact members of each pair being biased toward each other or into closed contact position, and each insulating member being adapted to be moved between the contact members of the associated pair, thereby to move the associated pair away from each other or into open contact position.

When the switch device 50 is in a non-operated condition, each of the elements 5I and 52 occupies an initial or start position. When operation of the device 50 isinitiated, the motor magnet MMBU is rst repeatedly energized to rotate the element 5I a predetermined number of steps in a given direction from its start position, thereby causing the pairs of Contact members to be moved in a predetermined order from one contact position to the other. Thereafter, the motor magnet MM63 is repeatedly energized torotate the element 52 a predetermined number of steps in the same direction from its start position, therebycausing the pairs of contact members to be moved in a predetermined order from the other Contact position back to the one Contact position. More specifically, the elements 5I and 52 are so constructeed and arranged that, when these elements occupy their initial or start positions, the insulating member 56 is disposed fortynine steps ahead of the associated pair of contact members 53, the insulating member 51 is disposed `between the associated pair of contact members 54, and -the rear end of the insulating member 58 is disposed between the associated ege-sinn pair oi contact members 55. Thus, in the start positions of the elements and 52, the pair of contact members 53 occupies its closed contact position, andthe pairs of contact members 54 and -55 occupy their open contact positions. The insulating members 5B and 51 are so dimensioned with respect to the distance rotated by the associated pairs of contact members 53 and 54 upon asingle step of lthe element 5| thatthe insulating ymember 51 is removed from. between the associated pair of contact members 54 upon the rst step of the element 5| from its start position, and that the insulating member 55, when 'disposed between the associated pair of contact members 53, is removed from therebetween upon the rst step of the element 52 from its start position. The insulating member 58 is so dimension-ed with respect to the distance rotated by the element 51| upon a single step thereof that this insulating member remains in its position disposed between the associated pair of contact members 55 during a predetermined number of -steps of the element 5| from its start position. For purposes of illustration it is assumed that the insulating member 58 is so dimensioned with respect to the distance rotated by the element 5| upon a single step thereof that this insulating member remains in its position -disposed between the associated pair of contact members 55 during the rst thirteen steps of the element 5| from its start position. Thus it will be apparent that in the first through the thirteenth positions of the element 5| from its star-t position, the pairs of conta-ct members 53 and 54 occupy their closed contact positions and the pair of contact members 55 occupies its open contact position. When the element 5| is advanced into its fourteenth position from its start position, the pair of contact members 55 is moved into its closed Contact position. In the fourteenth through the fortyreighth -positions of the elementl 5| from its start position, the pairs of contact members 53, 54 and 55 occupy their closed contact positions. If the element 5| is advanced into its forty-ninth posivtion `from its start position, which yposition is only one step behind its start position, the insulating member 55 is brought between the associated pair of contact members 53, thereby moving this pair of Contact members into its open contact position.

The element 52 is then rotated step-by-step from its start position, and the pairs of contact members 53, 54 and 55 remain in closed Contact positions until the element 52 is advanced to a position disposed thirteen steps behind the position of the element 5|, at which time the pair of contact members 55 is moved to its open contact position. The pairs 'of contact members 53 and 54 remain in their closed Contact positions, and the pair of contact members 55 remains `in its open contact position until the element 52 is advanced into a position corresponding to the position of the element 5i, at which timethe pair of contact vmembers 54 is moved to Aits open .contact position. As will be more fully described subsequently, the pair of contact members 53 is included in the circuit for energizing the motor magnet MM50 of the mechanism 59, which mechanism rotates the element 5| from its start position. The pair of contact members 53 is moved to its ropen contact position when the element 5| is advanced into its forty-ninth .position from its start position, causing .the 'operation rof the motor :magnet MM50 to 'be positively arrested at this time, thereby preventing the element 55| from being advanced into its iiitieth or star-t position. The pair of contact members v51| is included in an operating circuit for the impulsing apparatus |1, and the pair lof contact members 55 is included in a circuit for energizing the relay R10, which latter relay controls the operation -of the highway signal |5.

Referring now to the o-peration of the signaling system, when the stretch of railway track |0 is clear of trains, the track circuits individual tothe track sections |0A, |0B and |0C are .completed, thereby energizing the track relays R20, R30 and R40 from the batteries I6. The operated relay R20 holds interrupted, at its armature RA2`I., a point in a. primary circuit for operating the impulsing apparatus |1, this circuit extending, when completed, from the positive terminal of a battery, not shown, by way of the armature RA3| of the relay R30, RA2I, a conductor C90, the terminal I8a of the apparatus I1, through the apparatus I1, and the terminal I3b of the apparatus |1 to the negative terminal of thev battery. The operated relays R30 and R45 hold completed a first circuit for energizing the relay R10, this circuit extending from the positive terminal vof battery by way of the armature RA32 of the relay R30, the armature RA4| of the relay R40, and the winding of R10 to the negative terminal of battery. The operated relay R holds interrupted at its armature RA1| an obvious operating circuit for the highway signal I5, thereby rendering the highway signal |5 inoperative at this time.

When a train approaching the intersection of the stretch of railway track l5 and the highway |4 enters the track section |0A, the track relay R is short-circuited, causing this relay torestore and complete at RA2| the above-traced primary circuit for operating the impulsing apparatus |1. When `the impulsing apparatus |1 is set into operation, it transmits forty negative impulses per minute from the negative terminal Aof battery connected to the terminal I5b over the conductor C9| connected to the terminal lea. At this time the conductor C91 is included in a circuit for energizing the motor magnet MMSO of the mechanism 59 'included in the lswitch kdevice 50, this circuit extending from the conductor 09| by way of the armature RA33 of the relay R30, the armature RA22 and its .associated contact R023 of the relay R20, a conductor C92, the winding of the motor magnet MMBU, a `conductor C93, and the pair of `Contact members .53 to the positive terminal of battery. As the pair of contact members 53 occupies its closed position at this time, the motor magnet MMG() is energized. The motor magnet MMSD is operated-upon each impulse transmitted `by .the impulsing apparatus |1, causing the element 5| to be advanced step-by-step a predetermined number of steps from its start position. When the element 5| is advanced into its rst position P| from its Vstart position P50, the pair of contact members 54 is moved into its closed Acontact position, thereby completing an auxiliary .circuit for Aoperating the impulsing apparatus l1, which is independent of the abovetraced primary operating circuit for the impulsing `apparatus I1, this auxiliary circuit extending from the positive terminal of battery by way of the pair of contact members '54, a conductor C94, the terminal .I8a of the apparatus 1, through the apparatus -|1., andthe terminal |8b-of the yapparatus l1 to the negative terminal o'f battery.

Upon the first operation of the motor magnet MM60, a circuit is completed forV energizing the relay R80, this circuit extending from the pos itive terminal of battery by way of the armature RA50, a conductor C95, and the Winding of R80 to the negative terminal of battery. This energizing circuit is completed at RA50 each time the motor magnet MM is operated. As the relay R80 is of the slow-to-release type, the same does not restore between the repeated operations of the motor magnet MM80. Upon operating, the relay R80 completes at its armature RABI an obvious circuit for energizing the relay R32; the latter relay operates and completes at its armature RA03 an obvious circuit for energizing the relay R34; the latter relay operates and completes at its armature RA05 an obvious circuit for energizing the relay R86; and the latter relay operates and prepares at its armature RAS'I a point in a second circuit for energizing the relay R10, this latter circuit extending, when completed, from the positive terminal of battery by way of RA81, a conductor C96, the pair of contact members 55, a conductor C91, RAM, and the winding of R10 to the negative terminal of battery. At this time the above-traced second circuit for energizing the relay R10 is held interrupted at the pair of contact members 55. The pairs of contact members 53 and 54 remain in their closed contact positions and the pair 'of contact members 55 remains in its open contact position, while the element 5I is advanced from its first position PI and until the element 5i is advanced into its fourteenth position PI4. At this time the pair of contact members 55 is moved into closed contact position, thereby completing the above-traced second circuit for energizing the relay R15.

The element 5I is advanced step-by-step from its start position by the mechanism 59 one step for each impulse transmitted by the impulsing apparatus I1 and received by the motor magnet MM50, until the train traveling upon the stretch of railway track I0 enters the track section IEB. When the train enters the track section IOB, the track relay R30 is shortcircuited, causing this relay to restore. Upon restoring, the relay R30 interrupts at RA3I the primary operating or start circuit for the impulsing apparatus I1. The impulsing apparatus continues to operate, however, as the auxiliary operating circuit for the same is completed. The relay R30 also interrupts at RA32 the first circuit for energizing the relay R10. Howeven the relay R10 remains operated at this time as the second circuit for energizing the same is completed. Also, the relay R30 interrupts at RA33 the above-traced circuit for energizing the motor magnet MMG!) of the mechanism 59 included in the switch device 50, and completes at its armature RA34 a circuit for energizing the motor magnet Nil/[53 of the mechanism 62 included in the switch device 50, the latter circuit extending from the negative terminal of battery connected to the terminal |92) of the impulsing apparatus I1, through the apparatus I1, the terminal I9a of the apparatus I1, CSI, RA34, a conductor C93, and the winding of the motor magnet MM63 to the positive terminal of battery. The motor magnet MM53 is operated upon each impulse transmitted by the impulsing apparatus I1, causing the element 52 to be advanced step-by-step a predetermined number of steps from its start position. As the element 52 is advanced from its start position.

the pairs of Contact members 53, l54 and 55 remain in their closed positions until the element 52 is advanced to a position disposed thirteen steps behind the position of the element 5I, at which time the insulating member 58 is brought between the pair of contact members 55, thereby moving this pair of contact members to its open contact position to interrupt the second circuit for energizing the relay R10. The relay R10 then restores as the irst circuit :for energizing the same is interrupted at the armature RA32 of the restored relay R30. Upon restoring, the relay R10 completes at RA1I the above-traced circuit for operating the highway signal I5, causing this signal to be set into operation to give one using the highway warning of the approaching train.

The element 52 is advanced step-by-step from its start position until it occupies a position corresponding to the position of the element 5I, at which time the insulating member 51 is brought between the pair of contact members 54, thereby moving this pair of contact members to its open contact position to interrupt the above-traced auxiliary circuit for continuing the operation of the impulsing apparatus I1. The impulsing apparatus I1 is then returned to a non-operated condition, and the switch device 50 is in a condition wherein the elements 5I and 52 occupy corresponding new positions disposed from their original start positions. These corresponding new positions constitute start positions for the elements 5I and 52 during the next cycle of operation of the switch device 50.

From the foregoing it will be apparent that the element 5l of the switch device 50 is advanced a first number of steps from. its start position, which number depends upon the nurnber of impulses transmitted by the apparatus I1 during the time interval required by the train approaching the intersection to traverse the length of the track section IDA. The time required by the train to traverse the length of the track section IOA is inversely proportional to the speed of the approaching train. Thus, 4the number of steps the element 5I of the switch device 50 is advanced from its start position is inversely proportional to the speed of the approaching train. Moreover, as previously explained, when the approaching train enters the track section IOB, further movement of the element 5I is arrested and movement of the element 52 is initiated. The element 52 is then advanced this first number of steps from its start position, at which time further movement thereof is arrested. As the impulsing apparatus I1 causes the elements 5I and 52 to be advanced step-by-step from their start positions at the same rate, the elements 5I and 52 will be moved the same distance during equal time intervals. As previously pointed out, the element 5I is moved step-by-step during a time interval corresponding to the time interval required by the approaching train to traverse the length oi the track section IOA. Accordingly, the element 52 lis moved step-by-step during a time interval corresponding to the time interval required by the approaching train to traverse the length of the track section IOA. As movement of the element 52 is initiated when the approaching train enters the track section IOB, the approaching train will travel a distance from the beginning of the track section IOB equal to the length of the track section IDA during the interval of time the element 52 is being moved step-by-step.

As the length of the track section I 0A corresponds to the distance SI, and the distances! is equal to the sum of the distances S2 and S4, it follows that the train will reach thev intersection at the same time 'the element 52 is moved the first number of steps mentioned. As previously pointed out, the highway signal I5 is operated when' the element 52 is advanced to a position thirteen steps behind the position of the element 5I. Thus, the highway signal I5 is operated a time interval before the train reaches the intersection corresponding to the time interval required-by the ele-ment 52 to be advanced thirteen steps, which last-mentioned time interval corresponds to thirteen-fortieths of a minute or nineteen and one-half seconds. The highway signal I5 'will be operated this nineteen and one-half seconds before the train reaches the intersection, regardless of the speed of the train, assuming the speed of the train does not vary during the travel of the train in the stretch of railway track I0 over the distances` Si, S2 and S4.

For example, assuming that the train approaching the intersection is traveling at a relatively low speed such that the train occupies the track section |0A for sixty seconds, the element 5| of the switch device 50 will be advanced forty steps from its start position during this time interval. When the train enters the track section IOB the element 52 ofthe switch device 50 is advanced automatically from its start position. W'hen the element 52 is advanced twenty-seven steps from its start position, the pair of contact members 55 is moved into its open contact position, thereby causing operation of thehighway signal I 5, as previously explained. Thus the highway signal I5 is operated thirteen steps before the element 52 is advanced to the position of the element 5|, which corresponds to a time interval of nineteen and one-half seconds before the train reaches the intersection. Similarly, if the train approaching the intersection is traveling at a relatively high speed such that the train occupies the track section IIIA for thirty seconds, the element 5| will be advanced` twenty steps from its start position during this time interval'.

When the train enters the track section IUB the element 52 is advanced automatically from its start position. When the element 52 is advanced seven steps from its start position the pair of conta-ct members 55 is moved into its open contact position, thereby causing operation of theA highway signal I5, as previously' explained'. Thus the highway signal I5 is operated thirteen steps before the element 52 is advanced to the position of the element 5|, which corresponds to a time interval of nineteen and one-half seconds before the train reaches the intersection.

During the operation of the system, should a train approaching the intersection be stopped in the track section IGA or travel through the track section IGA at an exceedingly slow speed such that the train occupies the track section I0A for a time interval exceeding seventy-three and onehalf seconds, the element 5I of the switch device 50 is advanced forty-nine steps from its start position, at which time the pair of contact members 53 is moved into its open contactA position, thereby interrupting the energizing circuit of the motor magnet MM50. This arrangement prevents the element 5| from being advanced from its start position forwardly fty steps into a position, which is the same as its start position. In this case, when the train enters the track section 10B the lelement 52 is advanced thirtysix steps. before the highway signal is operated, as previously explained. Accordingly, in this case, thel highway signal I5 is operated a time interval somewhat greater than nineteen and one-half seconds before the train reaches the intersection. From the foregoing it will be apparent that during normal operation of the system the highway signal I5 is operated nineteen and one-half seconds before. the train reaches the intersection, regardless of the speed of the train.

As a train traveling upon the stretch of railway track I0 successively clears the track sections l0A, IDB. and |0C, the track relays R20, R30 and R40 are successively operated to their normalr positions. Upon operating the track relay R interrupts at its armature RA2| a further point in the primary circuit for operating the impulsing. apparatus I1, and interrupts at its armature RA22 and its associated contact RC23 a further point in the circuit for energizing the motor magnet MMBU. Upon operating, the track relay R prepares at its armature RA3| a point in the primary circuit for operating the impulsing. apparatus Il, prepares at its armature RA32 a point in the `circuit for energizing the relay R10, prepares at its armature RA33 a point in thecircuit. for energizing the motor magnet MM60, and interrupts at its armature RA34 a further point in the circuit for energizing the motor magnet MMSS. Upon operating, the track relay R completes at its armature RAM the first circuit for energizing the relay R10, causing operation of the latter relay. Upon operating, the relay R10 interrupts at its armature RA'II the operating circuit for the highway signal I5, thereby rendering the highway signal inoperative;

vThe relays. R80, R82, R84 and R85, and the circuits for energizing these relays, constitute a. safety arrangement. for operating the highway signal I5 in the event the. switch devicev 50 does not. function properly. For example, during normal operation of thev syst-em, when the train appreaching the intersection enters the track section IBA, the circuit for energizing the motor magnet. MMSU is completedA at the armature RA22 of the trackr relay R20; when the element 5| is advanced one step from its start position the auxiliary circuit for operating the impulsing apparatus I'I is completed at the pair of contact members 54; and when the element 5l is advanced thirteen steps from its start position the. second circuit for energizing the relay R'IU- is. completed at the pair of contact members 55. If, duev to some defect in the switch device. 55, the' motor magnet MMG!) isnot operated, the circuit for energizing the relay R80. is not completed. Thus, the relays R80, R82, R84 and R85 are not operated, as previously explained. Consequently, they second circuit for energizing the relay R18- is interrupted at the armature RA8'I of the relay R86. Accordingly, when the train approaching the intersection enters the track section I-IJB, thereby causing the iirst circuit for' energizing the relay R10 to be interrupted at the armature RA32 of the track relay R30, the rel-ay R70 isy restored to cause the operation of thev highway signal I5 a time interval appreciably greater than nineteen and one-half seconds before the train enters the intersection. Likewise, due to Some defect in the switch device 50, if' the motor magnet MM53 is not operated when the train appreaching the intersection enters the track section I'0B, a branch circuit for energizing the relay R80 is not completed, thisv circuit extending, when completed, from the positive terminal of battery by way of the armature RA63 of the motor magnet MMGB, a conductor C99, and the winding of R80 to the negative terminal of battery. Accordingly, when the train enters the track section IDB, thereby causing the circuit for energizing the motor magnet MMBO to be interrupted at the armature RA33 of the track relay R30, and causing the circuit for energizing the motor magnet MM83 to be completed at the armature RA34 of the track relay R30, the circuit extending by way of the armature RASO of the motor magnet MMGO for energizing the relay R80 is interrupted at RA50 and the branch circuit for energizing the relay R80 is not completed at RA63 of the motor magnet MM63 due to the failure of the motor magnet MM63 to operate. Accordingly, the relay R80, being of the slow-torelease type, restores shortly after the train en ters the track section IOB. The relays R82, R84 and R86, being of the slow-to-release type, successively restore, in the order named, short intervals of time after the restoration of the relay R80. When the relay R86 restores, the second circuit for energizing the relay R10 is interrupted at RA81 of the relay R88, thereby causing operation of the highway signal I a time interval somewhat greater than nineteen and one-half seconds before the train enters the intersection.

The track relay R40 constitutes a check relay and part of an emergency operating arrangement for the highway signal I5. In this connection it will be observed that, when a train approaching the intersection enters the track section IUC, the track relay R40 is short-circuited.' causing the same to restore. Upon restoring, thev relay R40V interrupts at its armature RA4I a point in both the iirst and the second circuits for energizing the relay R independently of the positions of the track relay R30 and the switch device 50. The relay R10 then restores and completes at its armature RA1I the operating circuit for the highway signal I5. This arrangement provides for emergency operation of the highway signal I5 in response to the position of the train approaching the intersection, and without regard to its speed and the operations of the previously described elements of the system.

During the operation of the system it is possible that a train approaching the intersection might enter the track section IOA, stop therein,

and then back out of the track section IOA without reaching the intersection. In this case, when the train enters the track section IOA and stops therein, the element 5I of the switch device 50 is advanced from its start position forty-nine steps, further movement thereof being arrested as previously explained. When the train then backs out of the track section IOA, the track relay R is again operated. Upon operating, the track relay R20 completes at its .armature RA22 and its associated contact R024 an auxiliary circuit for energizing the motor magnet MMGS, this circuit extending from the negative terminal of battery connected to the terminal ISb of the apparatus I1, through the apparatus I1, the terminal I9a of the apparatus I1, the conductor C9I, the armature RA33 of the track relay R30, the armaturev RA22 and its associated contact R024 of the track relay R20, the conductor C88, and the winding of the motor magnet MM63 to the positive terminal of battery. The element 52 of the switch device 50 is then advanced fortynine steps from its start position, whereupon the pair of contact members 51 is moved to its open contact position, thereby interrupting the auxiliary operating circuit for the impulsing apparatus I1. The elements of the system then occupy their initial positions and the system is in a non-operated condition.

From the foregoing description of the traffic signaling system it Will be apparent that the highway signal located near the intersection of the stretch of railway track and the highway is operated in a positive manner, by exceedingly simple circuit arrangements, a predetermined timeinterval before a train traveling upon the stretch of railway track reaches the intersection, regardless of the speed of the train.

While there has been described what is at present considered to be the preferred embodiment of the invention, it will be understood that various modifications may be made therein without departing from the invention, and it is intended in the appended claims to cover all such modifications as fall within the true spirit and scope of the invention.

What is claimed is:

1. In a traffic signaling system including a stretchv of railway track intersected by a highway, and a highway crossing signal located near the intersection.; the combination comprising an impulsing apparatus adapted to transmit impulses at a substantially constant rate, means for counting a rst number of impulses transmitted by said apparatus during the time interval required by a train approaching the intersection to traverse a given distance and then for counting automatically a second number' of irnpulses transmitted by said apparatus, said second number being less by a fixed number than said rst number, and means controlled in response to the counting of said second number of impulses by said last-mentioned means for starting the operation of said highway signal.

2. In a traffic signaling system including a stretch of railway track intersected by a highway, and a highway crossing signal located near the intersection; the combination comprising an impulsing apparatus adapted to transmit impulses at a substantially constant rate, means for counting a iirst number of impulses transmitted by said apparatus depending upon the speed of a train approaching the intersection and then for counting automatically a second number of impulses transmitted by said apparatus, said rst number varying inversely as the speed of the train and said second number being less by a fixed number than said first number, and means controlled in response to the counting of said second number of impulses by said last-mentioned means for starting the operation of said highway signal.

3. In a traiiic signalingsystem including a stretch of railway track intersected by a highway, and a highway crossing signal located near the intersection; the combination comprising an impulsing apparatus adapted to transmit impulses at a substantially constant rate, a device including two impulse responsive mechanisms adapted selectively to be actuated upon each irnpulse transmitted by said apparatus, said apparatus and said device being so connected and arranged that one of said mechanisms is actuated by said apparatus a first number of times depending upon the time interval required by a train approaching the intersection to traverse a given distance and then the other of said mechanisms is actuated a second number of times automatically, said second number being less by a xed number than4 said first number, and means controlled by the actuation of said other mechanism said second number of times for starting the operation of said highway signal.

4. In a traino signaling system including a stretch of railway track intersected by' a highway, and a highway crossing signal located near the intersection; the combination comprising an impulsing apparatus adapted to transmit impulses at a substantially constant rate, a device including twoimpulse responsive mechanisms adapted selectively to be actuated upon each impulse 'transmitted by said apparatus, said apparatus and said device being so connected and arranged that one of said mechanisms is actuated by said apparatus av irst number oi times depending upon the time interval required by a train approaching the intersection to traverse a given distance and then the other of said mechanisms is actuated said iirst number of times automatically, and means controlled by the actuation of said other mechanism a second number of times less by a fixed number of times than said first number of times for starting the operation of said highway signal.

5. In a traffic signaling system including a stretch of railway track intersected by a highway, and a highway crossing signal located near the intersection; the combination comprising an impulsing apparatus adapted to transmit impulses at a substantially constant rate, a device including two impulse responsive mechanisms, said apparatus being connected and arranged to actuate a selected one of said mechanisms upon each impulse transmitted thereby, means for connecting said apparatus to one of said mechanisms when a train approaches the intersection, said one mechanism being actuated by said apparatus a first number of times depending upon the time interval required by the train approaching the intersection to traverse a given distance, means responsive to the actuation of said one mechanism a predetermined number of times for arresting further actuation of said one mechanism, means responsive to the travel of the train said given distance for connecting said apparatus to the' other of said mechanisms, means responsive to the actuation of said other mechanism said rst number of times forI arresting further actuation of said other mechanism, and means controlled by the actuation of said other mechanism a second number of times less by a fixed number of times than said rst number of times for starting the operation of said highway signal.

Si. In a traiiic signaling system including a stretch of railway track intersected by a highway, and a highway crossing signal located near the intersection; the combination comprising an impulsing apparatus adapted to transmit impulses at a substantially constant rate, two impulse counting mechanisms, means including a iirst motor operable to actuate one of said counting mechanisms, means including a second motor operable to actuate the other of said counting mechanisms, said apparatus being connected and arranged to actuate a selected one of said motors upon each impulse transmitted thereby, means for connecting said apparatus to said rst motor when a tran approaches the intersection, said one counting mechanism being actuated by said iirst motor a rst numberv of Ytimes depending upon the time interval required by the train` approachingA the intersection to traverse a. given distance, means responsive to the actuation of said one counting mechanism a predetermined number of times for arresting the operation of said rst motor, means responsive to the travel of the train said given distance for connecting said apparatus to said second motor, meansv responsive tothe actuation of said other mechanism said first number of times for arresting the operation of said second motor, and means eontrolledby the actuation of said other mechanism a second number of times less by a fixed number of times than said first number of times for starting the operation of said highway signal. v

'7. In a traic signaling system including a stretch of railway track intersected by a highway, and a highway crossing signal located near the intersection; the combination comprising an impulsing apparatus adapted to transmit impulses at a substantially constant rate, a device including two impulse responsive mechanisms adapted selectively to be actuated upon each impulse transmitted by said apparatus, said apparatus and said device being so connected and arranged that one of said mechanisms is actuated by said apparatus a first number of times dependingI upon the speed of a train approaching the intersection and then the other of said mechanisms is actuated a second number of times automatically, said rst number varying inversely as the speed of the train and said second number being less by a xed number than said first number, means controlled by the actuation of said other mechanism said second number of times for starting the operation of said highway signal, and independent means for starting the operation of said highway signal.

8. In a traii'ic signaling system including a stretch of railway track intersected by a highway, and, a highway crossing signal located near the intersection; the combination comprising an impulsing apparatus adapted to transmit irnpulses at a substantially constant rate, a device including twok impulse responsive mechanisms, said apparatus being connected and arranged to actuate a selected one of said mechanisms upon each impulse transmitted thereby, means for setting said apparatus into operation when a train approaches the intersection and for connecting said apparatus to one of said mechanisms, said one mechanism being actuated by said apparatus a rst number of times depending upon the time interval required by the train approaching the intersection to traverse a given distance, means responsive to the travel of the train said given distance for connecting said apparatus to the other of said mechanisms, said other mechanism being actuated by said apparatus a second number of times automatically, said second number being less by a fixed number than said rst number, and means controlled by the actuation of said other mechanism. said second number of times for starting the operation of said highway signal.

9. In a traic signaling system including a stretch of railway track including a plurality of track sections and intersected by a highway, and a highway crossing signal located near the intersection; the combination comprising an impulsing apparatus adapted to transmit impulses pulse responsive mechanisms adapted selectively to be actuated upon each impulse transmitted by said apparatus, said apparatus and said device being so connected and arranged that one of said mechanisms is actua-ted by said apparatus a ilrst number of times depending upon the time interval required by the train to traverse said first track section and then the other of said mechanisms is actuated a second number of times automatically when the train enters a second of said track sections, said second number being less by a fixed number than said first number, means controlled by the actuation of said other mechanism said second number of times for starting the operation of said highway signal, and means operated when the train enters a third of said track sections for starting independently the operation of said highway signal.

10. In a traiiic signaling system including a stretch of railway track intersected by a high,- way, and a highway crossing signal located near the intersection; the combination comprising a relay operable to one position to start the operation of said highway signal, a normally closed iirst energizing circuit and a normally open second energizing circuit for said relay, an impulsing apparatus adapted to transmit impulses at a substantially constant rate, a device including two impulse responsive mechanisms, said apparatus being connected and arranged to actuate a selected one of said mechanisms upon each impulse transmitted thereby, means for setting said apparatus into operation when a train approaches the intersection and for connecting said apparatus to one of said mechanisms, said one mechanism being actuated by said apparatus a first number of times depending upon the time interval required by the train approaching the intersection to traverse a given distance, means controlled by said rst mechanism for completing said second energizing circuit, means responsive to the travel of the train said given distance for connecting said apparatus to the other of said mechanisms and for interrupting said rst energizing circuit, said other mechanism being actuated by said apparatus a second number of times automatically, said second number being less by a xed number than said first number, and means controlled by the actuation of said other mechanism said second number of times for interrupting said second energizing circuit, thereby causing said relay to be operated to said one position.

11. In combination, time measuring means including an impulsing apparatus adapted to transmit impulses at a substantially constant rate, an impulse counter, control means for causing said impulse counter to count a rst number of impulses transmitted by said impulsing apparatus during the lapsed time of an event and then at the expiration of said event to count automatically a second number of impulses transmitted by said impulsing apparatus, said second number being less by a xed number than said first number, and means controlled in response to the counting of said second number of impulses for controlling the operation of an associated device.

12. In combination, time measuring means including an impulsing apparatus adapted to transmit impulses at a substantially constant rate, an impulse counter, control means for initiating operation of said impulse counter at the beginning of an event andv for causing said impulse counter to count a first number of iinpulses transmitted by said impulsing apparatus during the lapsed time of said event and then at the expiration of said event to count automatically a further number of impulses transmitted by said impulsing apparatus, said further number being equal to said first number, means responsive to the counting of said further number oi impulses for arresting operation of said impulse counter, and means controlled in response to the counting of another number of vimpulses for controlling the operation of an associated device, said other number being less by a xed number than said further number.

13. In combination, time measuring means including an impulsing apparatus adapted to transmit impulses at a substantially constant rate, an impulse counter, control means for operating said impulse counter to count a iirst number of impulses transmitted by said impulsing apparatus during the lapsed time of an event, means for arresting the counting operation of said impulse counter after a predetermined first number of impulses have been counted in the event that the lapsed time of said event exceeds a predetermined time interval, control means for operating said impulse counter to count automatically at the expiration of said event a second number of impulses transmitted by said impulsing apparatus, said second number being less by a xed number than said first number, and means controlled in response to the counting of said second number of impulses for controlling the operation of an associated device.

14. In combination, time measuring means including an impulsing apparatus adapted to transmit impulses at a substantially constant rate, a rst and a second member independently movable step by step in the same direction along a common path, said members having a synchronous position with respect to each other which may occur at any point along said path, a circuit controlling contact operated jointly by said members to different predetermined circuit control positions determined by the different relative positions of said members with respect to each other, motor actuated means operatively connected to said members, and control means effective to energize periodically from said impulsing apparatus said motor actuated means to move rst member step by step away from the synchronous position during the lapsed time of an event and then at the expiration of said event to move said second member step by step until the synchronous position is again established, said circuit controlling contact being adapted to govern an associated operating circuit.

l5. 11n combination; ltime measuring means including an impulsing apparatus adapted to transmit impulses at a substantially constant rate, a rst and a second member independently movable step by step in the same direction along a common path, said members having a synchronous position with respect to each other which may occur at any point along said path, a circuit controlling contact operated jointly by said members to different predetermined circuit control positions determined by the different relative positions of said members With respect to each other, motor actuated means operatively connected to said members, control means effective to energize periodically from said iinpulsing apparatus said motor actuated means to move said first member step by step away from 75 the synchronous position during'y the lapsed time of an event, means for arresting the movement of said iirst member after said first member has been moved a predetermined number' of vsteps in the event that the lapsed time of said event exceeds a predetermined time interval, and control means eiective to energize periodically from said impulsing apparatus at the expiration of said event said motor actuated means to move said second member step by step until the synchronous position is again established, sa-id circuit controlling contact being adapted to govern an associated operating circuit.

16.. In combination, time measuring means including an impulsing apparatus adapted to transmit impulses at a substantially constant rate, a rst and a second member independently movable step by step in the same direction along a common path, said members having a synchronous position with respect to each other which may occur at any point along said path, a circuit controlling contact operated jointly by said members to diierent predetermined circuit control positions determined by the dierent relative positions of said members with respect to each other, motor actuated means operatively connected to said members, and control means etree-tive to energize periodically from said impulsing apparatus said motor actuated means to move said iirst member step by step away from the synchronous position during the lapsed timeof an event and then at the expiration of said event to move said second member step by step until the synchronous position is again established, said circuit controlling contact being adapted to govern an associated operating circuit.

17. In combination, time measuring means including an impulsing apparatus adapted to transmit impulses at a substantially constant rate, a rst and a second member independently rotatable step by step in the same direction about a common axis, said members having a synchronous position with respect to each other which may occur at any angular position, a pair of contacts operated jointly by said members and made to engage when said rst member is rotated a predetermined number of steps in advance of the synchronous position, a rst motor magnet effective when periodically energized to rotate said first member step by step, a second motor magnet effective when periodicallyl energized to rotate said second member step by step, and control means effective to energize periodically from said impulsing apparatus said first motor magnet to rotate said i'lrst member during the lapsed time of an event to engage said pair of contacts and then to stop said first motor and to energize periodically from said impulsing apparatus said second motor magnet to rotate said second member until the synchronous position is reached to disengage said pair of contacts, said pair of contacts being adapted to govern an `associated operating circuit.

18. In a tramo signaling system including a stretch of railway track intersected by a high- Way, and a highway crossing signal located near the intersection; the combination comprising an impulsing apparatus adapted to transmit impulses at a substantially constant rate, a first and a second member independently movable step by step in the same direction along a common path, said members having a synchronous position with respect to each other which may occur 'at any pointalong said path, a circuit controlling" contact operated jointly by l said members tov different predetermined circuit control vpositions determined by the different relative positions of said members with respect to eachr other, motor actuated means operatively connected to said members, control means effective to 'energize periodically from said impulsing apparatus said motor actuated means to moves'aid iirst member step by step away from the syncho'r'io'us' position during the lapsedtime required by a tra-in approaching the intersection to traverse a given distance and then after the train has traversed said given' distance to" move said second member step by step until the synchronous position is again established, and a circuit including said circuit controlling contact for controlling the operation of said highway signal.

19. In combination, a time measuring means including a rst and a second member independently rotatable in the same direction about a common axis, said members having a synchronous position with respect to each other which may occur at any angular position, a pair of contacts jointly operated by said members to different predetermined circuit control positions determined by the different relative positions of said members with respect to each other and made to engage when said first member is rotated a predetermined distance ahead of the synchronous position, a first motor effective when energized to rotate said first member, a second motor eiective when energized to rotate said second member, and control means eiiective to energize said rst motor to rotate said rst member during the lapsed time of an event to engage said pair of contacts and then to energize said second motor to rotate said second member until the synchronous position is reached to disengage said pair of contacts, said pair of contacts being adapted to be serially included in an associated operating circuit.

20. In a traiiic signaling system including a stretch of railway track formed into a rst and a second track section which a train normally travels in the order named and which are each provided with a track circuit including a track relay; the combination comprising a rst motor actuated timing unit including a rst member rotatable about an axis in a given direction, a second motor actuated timing unit including a second member rotatable about the same axis in said given direction, said rst and second members having a synchronous position with respect to each other which may occur at any angular position, a circuit controlling contact operated by said first member when the member is rotated a predetermined distance away from the synchronous position, a rst control circuit including a back contact of the track relay of the first section and a front contact of the track relay of the second section to energize the motor of said rst unit for rotating said first member during the time a train is advancing through said rst section, a second control circuit including a back contact of the track relay of the second section to energize the motor of said second unit for rotating said second member until the synchronous position is reached, and a signaling circuit including said circuit controlling contact.

21. In a trac signaling system including a stretch of railway track intersected by a high- Way, and a highway crossing signal located near the intersection; the combination comprising a time measuring means including a rst and a second member each rotatable in the same direction about a common axis, said members having a synchronous position with respect to each other which may occur at any angular position, a pair of cooperating contacts operated jointly by said rst and second members and made to engage when said first member is advanced a predetermined distance from the synchronous position ahead of said second member, an operating circuit adapted to be interrupted to set the signal into operation when a train approaching the intersection reaches a fixed point, a. control circuit including said pair of contacts and adapted to render the interruption of said op erating circuit ineffective to operate the signal when said pair of contacts engages, a iirst motor actuated device for rotating said first member tovengage said pair of contacts and effectively energized during the time it takes a train to travel a given distance preceding the fixed point, and a second motor actuated device for rotating said second member to disengage said pair of 4contacts and effectively energized when the train reaches the xed point.

HARRY E. HERSHEY.

CERTIFICATE CR CORRECTION. Patent No. 2,251,671. February 11, 19in.

HARRY E. HERSIIEY.

It is hereby certifiedl that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 7, first column, line 72, claim 6, for tran read --train--g page 8, second celumn, line 52, claim lll., after the word move insert -said-; and that the said Letters Patent should be read with `this Correction therein that the same mayv conform to the record of the Case in the Patent Office.

Signed and sealed this 18th day of March, A. D. lQLLl.

Henry Van Arsdale', (Seal) Acting Commissioner of' Patents. 

